Carbureter.



G. A. BREEZE.

CARBURETER.

APPLICATION FILED on. a. 1912 Patented Nov; 2,- 1915. I

- lA/I/E/VTUR 65 9a. A .REEZE.

IBY- A TTOR/VEY UNITED STATES PATENT OFFICE.

GEORGE A. BREEZE, or DETROIT, MICHIGAN.

CARBURETER.

I To all whom it may concern:

Be it known that I, GEORGE A. BREEZE, a subject of the Kingdom of GreatBI-itain, residing at Detroit, in the county of Wayne, State of Michigan, have invented certain new and useful Improvements in Carbureters; and I do declare the following to be a full, clear, and exact description of the in- I vention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawlngs, and to the charac-.

ters of reference marked thereon, which form a part of this specification.

- This invention relates to carbureters for internal combustion engines, and consistsin the constructiom and arrangement of parts hereinafter more fullyset forthand pointed out particularly in the claims;

' reter with a double feed atomizing tube having means for varying the richness of the mixture delivered therethrough, and for feeding air with the fuel at both points of discharge.

The above objects are attainedby the structure illustrated in the accompanying drawings, in which:

Figure 1 is a vertical section through the main air and mixture passage in which the throttle is located and which leads to the engine, the primary atomizing feed tube appearing in longitudinal section. Fig. 2 is a fragmentary view in section through a portion of the liquid fuel bowl or reservoir and through the primary atomizing feed tube,

said section being at right angles to that of Fig. 1. Fig. 3 is an enlarged longitudinal section through the secondary or auxiliary atomizing feed tube for slow and intermediate speeds. Fig. 4 is a cross-section as on line 4-4 of Fig. 3. Fig. 5 is an enlarged elevation of the primary atomizing feed tube. Fig. 6 is a sectional view as on line 6-4) of Fig. Fig. 7 is an enlarged fragmentary view in transverse section through the cylindrical fitting in which the primary Specification of Letters Patent.

Application filed October 3, 1912.

Patented Nov. 2, 1915.

Serial No. 723,666.

atomizing tube is seated and the boss on theouter wall of the tube forming the'main air and mixture passageway adapted to receive said fitting, the atomizing tube being omitted and the line of said section being indicated by dotted lines 77 of Fig. 1.

Referring to the drawings by the characters of reference marked thereon, 1 designates the main reservoir or bowl in Which is located the usual float 2 for maintaining a constant. liquid fuel level, said float being connected to the pivoted arm 3-which actuates the valve 4 that controls the liquid fuel supply in a manner well understood in the art. The lowerend of the valve 4 seats in an aperture 5 in a fitting 6 with which the liquid fuel supply pipe, not shown, is adapted to be connected. Above the fitting 6 is a passage 7 communicating with 'the liquid fuel reservoir.

Rotatably seated in aprojection 8 onthe wall of the liquid fuel bowl orreservoir is the primary atomizing feed tube 9. This tube has 'a.passageway 10 extending longitudinally. therethrough which is contracted at 1its ldngitudinal center and flaring at its. em

The outer end of the tube 9 has a shoulder 11 which engages the end of the 12 adapted to be seated in a boss 13 mounted upon the exterior of the main air tube 14.. The inner endof the tube 9 projects through the wall of the main air tube 14 and extends slightly into the contracted portion 15 of the main air passage 16 through the tube 14..

Communicating at its lower end with the liquid fuel space of the reservoir is a vertical liquid fuel passage 17, which, at its upper end, communicates with the horizon-v tal opening through the projecting member 8 on'the liquid'fuel reservoir in which the tube 9 is seated. Formed diametrically through the wall 'ofthe tube 9 at the contracted portion of the passage therethrough are a number of apertures of different diameters designated by the numerals 18 to 21 respectively. These apertures are so disposed as to cause them to successively register with the upper end.of the vertical passage 17 as the tube 9 is revolved. By

this arrangement, through a rotation of the tube 9, any one/of the four jet or feed open ings may be selected and placed in communication with the liquid fuel passage 17, thereby enabling the quantity of liquid fuel to be regulated to increase or decrease the richness of the mixture as may be desired in efi'ecting a proper adjustment of the carbureter. The liquid fuel level in the reservoir velocity of air is obtained past theend of flanges 22 for attachment to the intake port of the engine or to the carbureter manifold said tube thereby inducing greater suction therethrough without, ma'te ially obstructing the main air passage. .Said main tube at its upper end is provided withthe ears or connected thereto. That portion of the passage through the tube 14 above the atomizer tube 9 becomes the mixture passage and located at a suitable point therein is the throttle valve 23.

When the engine is running at high speed with the throttle open, the inspirations cause a rapid current of air to pass into the lower end of'the tube 14, and also cause a strong current of air to flow through the atomizing tube 9. Thewrush of air through the tube 9 takes up the liquid fuel which enters said tube through the; aperture therein communicating with the liquid fuel passage 17 and atomizes' said liquid fuel, making a rich mixture which is discharged into the main whereby a complete vaporization of the liquid fuel and its proper commingling with the inflowing air current is effected, producing an explosive mixture of high efliciency. By making the passage 10 through the tube 9 tapered and causing the jet openings through said tube to communicate with said passage at the restricted point therein, the air passing through said tube is caused to attain a high velocity at said point, producing a nebulizing effect upon the liquid fuel when passing over the jet opening through which the liquid fuel is being fed, whereby the liquid fuel is broken up into small particles and is partially mixed with the air which passes through the tube 9 before entering the main air current passing through the tube 15. On the projecting end 24 of the tube 9 are characters which correspond with the jet apertures formed through the 'air current passing through the tube 14,

wall of the tube and indicate whichof said apertures is in communication with the liquid fuel passage 17, as shown in Fig. 5,

there are provided in the outer faceof said tube a plurality of sockets 25 which correspond with the feed jet apertures therein,

and in which a ball 26 seated in the projecting member 8 is adapted to engage as said sockets are successively brought into registration therewith by rotatio-n of said tube, said ball being pressed downwardly by a confined spring 27 engaging thereon. The

ball drops into one of the recesses in the 'tube 9 when said tube shall have been rotated a proper distance to cause one of the feed jet apertures therein to registerwith the liquid fueLpassage 17. The pressure of the spring downwardly upon the tube 9 causes itto seat firmly around its lower arc and prevents a possible leak of gasolene along said tube. v

* To provide for feeding an adequate mixtureat slow speeds when'the throttle is partially or entirely closed, a secondary mixture outlet is afforded through the medium of an upper atomizing tube 28 which is rotatably seated inanaperture formed laterally through the wall of the main air and mixture tube 14, the inner end of said tube 28 communicating. with the interior of the tube 14 on a plane coincident with the edge of the throttle when said throttle is closed,'as shown in Fig. 1. sFormed through the wall. of the atomizing tube 28 are a number of liquid fuel jet openings designated -as'29, 30, 31 and 32. These jet openings by a rotation of the atomizing tube 28 may be made to successively register with the upper end of a vertical liquid fuel passage or by-pass 33 formed in the wall of the main tube 14. The lower end of the passage 33 communicates with. the annular channel 34 (see Fig. 7) formed in the periphery of the tubular projection 12 through which the main atomizing tube 9 passes. Formed through the wallof the tubular projection 12 is .a liquid fuel passage 35 also shown in Fig. 7 which connects the annular channel 34 with the interior of said tubular projection. The periphery of the main at omizing tube 9 is provided with a circular channel 36 shown more clearly in Fig. 5,

closing of the throttle, the inspirations of the engine will create a strong suction at the inner end of the secondary atomizing tube 28, which suction will draw a mixture from the interior of the tube 9 through the apertures 37, the mixture passage 35, the vertislow speeds. To supply the required quantity of air to afford a proper mixture'at slow speeds an air tube 38 is disposed within the secondary atomizing tube 28, as clearly shown in Fig. 3, which, at its outer end, is

open to atmosphere, and through which airis drawn at a high velocity, thereby producing an atomizing effect upon the liquid fuelwhich enters the tube 28 through one of the jet openings therein and is entrained 7 into the mixture portion of the main tube 14 with the air passing throtu h the air tube 38. It has been found in 'prac ice that when running with the throttle closed so as to effect a strong suction at the inner end of the tube-28, additional air will 'be drawn into the flaring inner end of themain atomizing tube 9 which will pass upwardly with the liquid fuel through the liquid fuel passage 33, thereby assisting in effecting a perfeet commingling of the liquid'fuel and air and affording a proper mixture for the en-' gine at slow speeds.

It will be noted that as. the throttle is gradually opened from the position shown in Fig. 1, the suction upon the secondary. atomizing tube 28 will gradually decrease, and the suction upon the main atomizing tube 9 will gradually increase until the feed will be cut off from the secondary tube .28 and Will'be wholly through the main tube 9. It will be apparent that as the throttle closes the feed through the tube 9 will gradually decrease and at a certain position of the throttle will commence through tube 28 until the feed through tube 9 will entirely cease and the engine will be supplied with mixture entirely through the secondary tube via the primary tube. These changes are effected without a material change in the character of the mixture which remains practically constant owing to the provision for regulating the. supply of liquid fuel and air in a manner to compensate for the changes in the position of the throttle.

It will be noted that the air tube 38 through which air is drawn into the secondary atomizing tube 28 projects from the end of a threaded plug 39 which is adapted to screw into the outer end of the tube 28.

- This arrangement renders said air tube destituting another of greater or lesser diam} eter as conditions may require. This variation in the air supply is compensated for by varying the supply of liquid fuel through a rotation of the tube 28 to bring into operation a jet aperture of greater or lesser area as may be required. By this means of regulating the mixture supply through the secondary atomizing tube by controlling the volume of admitted air, excessive richness of the mixture is obviated, and the liquid fuel. isprevented from flowing out of the forward end of the atomizing tube and down the main air intake when the engine is throttled very slow.

The auxiliary or secondary atomizing tube 28 is rotatably held in place through the medium of a hall 40 which finds a seat in the uppermost of the jet openings irr,said tube, and is held under tension by aispring 4L which bears upon saidlmll. This method of'mounting the tube 28 enables it to be readily withdrawn for the purpose of cleaning the jet openings therein should they liecome clogged with dirt. 'The primary atoma n o izing tube 9 may also be withdrawn in a like mannerflfor the same. purpose should it become necessary. Ad ustments are ordinari'ly made by rotating the primary atomiyr ingtube to select the proper et opening for .high speed and revolvlng the secondary atomizing tube to select the proper jet opening when. the engine is throttled down.

The connection between the main air and mixture tube 14 and the bowl or'reservoir is such that the main air tube may be placed in either the vertical or horizontal position, as j desired.

The cover hinged on'the screw 43 which also engages a spring tension arm 44 that bears upon said cover and holds it yieldingly-in place.

It will be noted that by the arrangement 42 of the bowl or reservoir 'is v herein shown the main air passage is unobstructed, insuring the requisite volume of air at high speeds. I

Having thus fully set forth my lnventlon what I claim as new, and (lesire to secure by from said source, a secondary mixture tube,

comn'ulnicating with the primary tube, between its points of communication with the main j'iassage and the fuel supply, and having an outlet to the main passage, means for varying the discharge from said outlet. and means in the main passage for varyingthe pressure at the points of communication of said tubes with said passage.

5 tive liquid fuel jet openings of different areas, and means for affording a, constant air supply to said atomizing tube.

8. A carbureter having a maln air and mixture passage, a source of l1qu1d fuel sup- 1 1 ply, an atomizing tube rotatably mounted communicating with said passage and having variable liquid fuel feed openings arranged for independent communication with said source of liquid fuel supply, and means 15 for affording a flow of air through said atomizing tube. 4. In a carbureter, a rotatable feed tube having a central air passage therethrough,

and ajplurality of liquid fuel passages in the 2 wall thereof coirimunicating with said air passage and adapted" forindependent communication with a source of liquid fuel supp y- K 5. A carbureter having a feed tube with a irestrictxsd air passage extending longitudinally therethrough, the wall of said" tube having a plurality of liquid fuel openings of different areas communicating with said passage at its restricted point, and a source of [39 liquidgfuel supply with which said liquid meats? fuel openings may be/caused to independently register.

6. in a carbureter having a main air and mixture passage, a primary atomizing tube communicating with said passage and with combined source of air and liquid fuel supply, variable feed openings in said tube for regulating the quantity of liquid fuel, a secondary atomizing tube fed from said primary tube and also communicating with said passage, said secondary tube having'variable feed mixture openings, and means for selecting any of said openings at will.

7. A carbureter having a main air and mixture passage, a primary mixture tube communicating with said passage and also with the atmosphere, a source of liquid fuel supply communicating with said tube at a point above the normal level of the liquid fuel, a secondary mixture tube communicating with said primary tube, and with said main passage, and means inthe main passage for varying the pressure at the points of communication of said tubes therewith.

In testimony whereof, I sign this specification in the presence of two'witnesses.

' GEORGE AQBREEZE. Witnesses: E. S. WHEELER,

M. E. BROEsAMLE. 

